JPH0932549A - Cooling control device of electric heating type catalyst mounted vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To promote a temperature rise in an electric heating type catalyst by preventing a temperature rise in an alternator according to an outside air temperature condition at current-carrying time to an on-vehicle electric heating type catalyst. SOLUTION: In a vehicle which has an electric heating type catalyst 1 in an exhaust passage 3 of an internal combustion engine 2 and has an air blowing means 4 to cool this internal combustion engine 2, an outside air temperature is measured by an outside air temperature measuring means 5, and whether or not an outside air temperature measured by the outside air temperature measuring means 5 is higher than a prescribed temperature is judged by a temperature judging means 6. When the temperature judging means 6 judges that the measured outside air temperature is higher than this prescribed temperature, a control means 7 temporarily stops air blowing of the air blowing means 4 until the electric heating type catalyst 1 reaches an activation temperature. When the temperature judging means 6 judges that the measured outside air temperature is not more than the prescribed temperature, the control means 7 forcedly actuates the air blowing means 4 until the electric heating type catalyst 1 reaches the activation temperature. As a result, a temperature rise in the electric heating type catalyst 1 is promoted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling control device for a vehicle equipped with an electrically heated catalyst, and more particularly, to an internal combustion engine until the electrically heated catalyst installed in an exhaust passage of a vehicle is energized until the catalyst is activated. The present invention relates to a cooling control device for an electrically heated catalyst-equipped vehicle that can accelerate the temperature rise of an electrically heated catalyst by cooling the vehicle.

[0002]

Exhaust gas emitted from an internal combustion engine mounted on a vehicle contains harmful substances such as HC (hydrocarbons) and NOx (nitrogen oxides). Is generally provided with a catalytic converter as an exhaust gas purification device for purifying exhaust gas. However, it is known that the three-way catalyst used in this catalytic converter has a low purification rate of harmful substances in exhaust gas when the temperature of the catalyst is low (inactive state). Therefore, the exhaust gas could not be sufficiently purified in the inactive state of the catalytic converter after the cold start of the internal combustion engine.

Therefore, a second electrically heated catalytic converter (EHC: Elec) in which an oxidation catalyst is carried and an electric heater is incorporated in an exhaust passage on the upstream side of the catalytic converter.
An exhaust gas purification device that incorporates a trically heated catalyst) and electrically heats the second catalytic converter to activate the oxidation catalyst when the catalytic converter is in an inactive state to accelerate the purification of HC. Proposed. Electric power is normally supplied to such an electrically heated catalyst from a battery.

In a vehicle equipped with an electric fan in the engine room, the water temperature of the internal combustion engine is measured,
When the water temperature is high, the electric fan is operated to cool the internal combustion engine to cool the internal combustion engine, and when the water temperature is low, the electric fan is not operated to prevent the internal combustion engine from cooling. Also, in a vehicle in which the internal combustion engine is mounted laterally with respect to the traveling direction, and the intake system is on the passenger compartment side of the internal combustion engine, it may be installed on the back surface of the engine hood to cool the intake system and the fuel injection system. There is one that has an outside air introduction duct to cool the intake system.

Further, there is an internal combustion engine in which an electrically heated catalyst is not energized by a battery but by an alternator provided in the internal combustion engine (for example, SAE94104).
2: Development of an Alternator-Powered Electiric
ally-Heated Catalyst System, Paul M. Laing, Ford M
See Oter Co.).

[0006]

However, for example, when it is attempted to directly supply electric power from the alternator to the electrically heated catalyst when the electrically heated catalyst is energized, the temperature of the alternator is affected by warm air. As a result, the resistance in the alternator increases and the output current decreases, which causes a problem that the temperature rising rate of the electrically heated catalyst decreases.

Therefore, the present invention prevents the temperature of the alternator from rising in accordance with the state of the outside air temperature when the electrically heated catalyst is energized, so that the output of the alternator is not reduced and the electrically heated catalyst is prevented. Electric heating that can accelerate the temperature rise of the internal combustion engine or reduce the load of the internal combustion engine by reducing the field current to the alternator without reducing the output of the alternator to improve fuel consumption and HC. An object of the present invention is to provide a cooling control device for a vehicle equipped with a catalytic converter.

[0008]

FIG. 1 shows the principle configuration of a cooling control device for an electrically heated catalyst-equipped vehicle according to the present invention which achieves the above object. As shown in FIG. 1, the electric power generation control device for an electrically heated catalyst-equipped vehicle of the present invention includes an electrically heated catalyst 1 in an exhaust passage 3 of an internal combustion engine 2, and a blower means 4 for cooling the internal combustion engine 2. The present invention can be applied to a vehicle in which the generator 8 driven by the internal combustion engine 2 is disposed at a place where the air blower hits during the operation of the air blower. The outside air temperature measuring means 5 measures the outside air temperature, and the temperature judging means 6 measures the outside air temperature measuring means 5.
Determines whether the measured outside air temperature is higher than a predetermined temperature. When the temperature determination means 6 determines that the measured outside air temperature is higher than the predetermined temperature, the control means 7 temporarily blows air from the air blowing means 4 until the electrically heated catalyst 1 reaches the activation temperature. Stop. When the temperature determination means 6 determines that the measured outside air temperature is lower than or equal to the predetermined temperature, the control means 7 forces the blower means 4 until the electrically heated catalyst 1 reaches the activation temperature. Activate.

The blower means 4 is an electric fan installed near the internal combustion engine 2 or an outside air introduction duct installed in the engine room for introducing outside air to the internal combustion engine 2. Further, during the air blowing operation of the air blowing unit 4, the field current for controlling the power generation amount of the alternator 8 provided in the internal combustion engine 2 may be reduced to reduce the load of the internal combustion engine 2.
Further, as shown in the figure, the electrically heated catalyst 1 may be energized directly from an alternator 8 provided in the internal combustion engine 2.

[0010]

According to the present invention, the temperature of the outside air is measured when the electrically heated catalyst provided in the exhaust passage of the vehicle is energized, and it is determined whether the outside air temperature is higher or lower than the predetermined temperature. . When the outside air temperature is higher than the predetermined temperature, until the electrically heated catalyst reaches the activation temperature,
When the blowing of the blowing unit is temporarily stopped and the measured outside air temperature is equal to or lower than the predetermined temperature, the blowing unit is forcibly operated until the electrically heated catalyst reaches the activation temperature.

During the air blowing operation of the air blowing means, the load on the internal combustion engine is reduced by reducing the field current that controls the amount of power generated by the generator provided in the internal combustion engine.

[0012]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 2 is a perspective side view of an engine room portion of an automobile 10 showing a configuration of a power generation control device for an electrically heated catalyst-equipped vehicle according to an embodiment of the present invention. An internal combustion engine (hereinafter referred to as an engine) 2 is horizontally mounted in an engine room 11 surrounded by an engine hood 14, a front grill 15, a bumper 16, an under cover 17, and a dash panel 18. An exhaust system (exhaust passage) 3 is provided on the front side of the automobile 10 of the engine 2 which is placed sideways, and an intake system (intake passage) 9 is provided on the rear side. An electrically heated catalyst (hereinafter referred to as EHC) 1 is provided in the middle of the exhaust passage 3, and a normal catalyst 12 is provided on the downstream side.

An electric fan 4A as a blowing means is provided in front of the engine 2 in the engine room 11, and a radiator 13 is provided in front of the electric fan 4A.
The electric fan 4A is driven by a command from an ECU (engine control unit) 20, and the grill 15 is driven.
After cooling the radiator 13 with the outside air taken in from, the engine 2 is cooled. Further, the engine 2 of this embodiment is provided with an alternator 8 on the exhaust passage 3 side, and is driven by the engine 2 to generate electric power. The alternator 8 is an AC generator, and its power generation amount is the ECU 2
It is controlled by the value of the field current from zero.

Further, the engine 2 of this embodiment is provided with a water temperature sensor 19 in a cooling water passage (not shown) of the engine 2, and the detected value of the water temperature sensor 19 is input to the ECU 20 as a temperature detected value of the engine 2. To be done. Further, in this embodiment, the outside air temperature sensor 5A which is an outside air temperature detecting means is provided in the vicinity of the radiator 13, and the measured value of the outside air temperature by the outside air temperature sensor 5A is also input to the ECU 20.

FIG. 3A shows the actual mounting position of the outside air temperature sensor 5A. A radiator 13 is often provided with a condenser 13 'of an air conditioner (air conditioner) in parallel, and an electric fan 4A' is also provided behind the condenser 13 '. In such a case, the outside air temperature sensor 5A may be installed either in front of the radiator 13 or in front of the condenser 13 '. on the other hand,
The mounting position of the outside air temperature sensor 5A is not limited to the position shown in FIG. 3 (a), but may be provided on the back side of the bumper 16 on the front side of a radiator (not shown) as shown in FIG. 3 (b). Further, as shown in FIG. 3C, an intake air temperature sensor 5B may be provided in the middle of the intake passage 3 of the engine 2.
In FIG. 3 (c), 21 is a throttle valve, 22 is a throttle valve opening sensor, 23 is a fuel injection valve, 24 is a distributor, and 25 is an O ₂ sensor provided in the exhaust passage 9 on the upstream side of EHC1. is there.

FIG. 4 shows an electric circuit of the power supply device 40 when the electric power is directly supplied from the alternator 8 to the EHC 1 as shown in FIG. In FIG. 4, reference numeral 8 is an alternator, inside of which a three-phase star-connected stator coil 41, rotor coil 42, brush 43,
Three-phase full-wave rectifier 44 consisting of diode bridge, IC
There is a regulator 45 and changeover switches SW1 and SW2. The changeover switch SW1 grounds one end of the rotor coil 42 or connects it to the IC regulator 45. Also,
The changeover switch SW2 connects the three-phase full-wave rectifier 44 to either the IC regulator 45 or the EHC1. The IC regulator 45 includes a charging terminal B and an ignition switch 4
6, an ignition terminal IG connected to the charge lamp 47, a lamp terminal L connected to the charge lamp 47, a field current terminal F connected to the rotor coil 42, a phase terminal P connected to one phase of the stator coil 41, and a ground terminal E grounded. There is.
The other end of the charge lamp 47 is the ignition switch 4
6 and the other end of the ignition switch 46 is connected to the battery 48 and the electric circuit of the automobile.

In the power supply device 40 for the EHC 1 configured as described above, the changeover switches SW1 and SW2 are connected to the dotted line side in a normal state where the ignition switch 46 is turned on, and the stator coil of the alternator 8 is connected. The electric power generated at 41 is rectified by the three-phase full-wave rectifier 44 and then input to the battery 48 via the IC regulator 45. At this time, the charge lamp 47 also lights up.

On the other hand, the ignition switch 46 is turned on.
Immediately after the internal combustion engine is started, the changeover switches SW1, S
W2 is switched to the solid line side, and the electric power generated in the stator coil 41 of the alternator 8 is all rectified by the three-phase full-wave rectifier 44 and then input to the EHC1. At this time, the charge lamp 47 does not light. Immediately after starting the internal combustion engine with the ignition switch 46 turned on, only the changeover switch SW2 is changed over to the solid line side to change the changeover switch SW.
If 1 is left on the dotted line side, the field current flowing through the rotor coil 42 of the alternator 8 can be adjusted by the IC regulator 45.

Next, the operation of the ECU 20 of the vehicle in which the EHC 1 and the electric fan 5A configured as described above are mounted and the EHC 1 is energized directly from the alternator 8 is shown in FIG.
This will be described with reference to FIG. In the above-described embodiment, since the air blowing means is the electric fan 5A, E is set after the engine 2 is started.
When the HC1 is energized, the ECU 20 executes the drive control of the electric fan 5A every predetermined time, for example, every 4 ms.

In step 501, first, it is determined whether or not the engine (referred to as an engine in the flow chart) 2 is within 30 seconds immediately after starting. The engine 2 can be started by turning on the ignition switch 46 shown in FIG. 4, and the subsequent time can be determined within 30 seconds after the engine is started by counting in a routine not shown. If the engine 2 is within 30 seconds after starting, the routine proceeds to step 502, where it is determined whether the EHC 1 is in the energized state. Whether or not the EHC1 is in the energized state can be determined by the state of the changeover switches SW1 and SW2 described in FIG. EHC1
Is ON, the routine proceeds to step 503, where it is determined whether the water temperature of the engine is lower than 80 ° C. The water temperature of the engine can be determined by the detection value from the water temperature sensor 19 shown in FIGS. 2 and 3 (c). If the water temperature of the engine is less than 80 ° C., the process proceeds to step 504, and it is determined whether the outside air temperature is less than 25 ° C. The outside air temperature can be determined by the detection values of the outside air temperature sensors 5A and 5B described in FIGS.

In this way, when the elapsed time after the start of the engine 2 is within 30 seconds, the EHC 1 is in the energized state, the water temperature of the engine 2 is less than 80 ° C., and the outside air temperature is less than 25 ° C., all of the conditions are met. In step 505, the ECU 20 operates the electric fan 4A. Step 5
If 30 seconds have passed since the engine was started at 01, or
When it is determined in step 502 that the EHC 1 is not energized, the process proceeds to step 506, and it is determined whether the engine water temperature is lower than 80 ° C. Then, when 30 seconds have elapsed after the engine is started, or when the EHC 1 is not energized and the engine water temperature is 80 ° C., the process proceeds to step 508, and the ECU 20 is electrically operated to cool the engine 2. Operate the fan 4A.

In steps 501 and 502,
EH within 30 seconds after starting engine 2 starts
Even if C1 is in the energized state, if the water temperature of the engine is 80 ° C. or higher in step 503, or if the outside air temperature is 25 ° C. or higher in step 504, the process proceeds to step 507 and EC
U20 does not operate the electric fan 4A. As described above, the ECU 20 monitors the engine water temperature in a normal operating state immediately after the engine 2 is not started, and operates the electric fan 4A to cool the engine 2 when the engine water temperature exceeds 80 ° C. Let On the other hand, when the engine 2 is immediately after starting and the EHC 1 is in the energized state, E
When the water temperature of the engine 2 exceeds 80 ° C., the CU 20 does not operate the electric fan 4A, and the outside air temperature is 2 degrees.
Even if it exceeds 5 ° C, the electric fan 4A is not operated. This is to prevent the output of the alternator 8 from decreasing due to copper loss in the alternator 8 by operating the electric fan 4A to cool the alternator 8 immediately after the engine 2 is started and the EHC 1 is in the energized state. This is because the EHC1 can supply more electric power. If a large amount of electric power can be supplied to the EHC1 immediately after the engine 2 is started, the temperature rise time of the EHC1 can be shortened,
The exhaust gas purification capacity can be improved. In addition, when the outside air temperature is low, the water temperature of the engine 2 is often low, and it takes time to raise the temperature of the EHC 1 immediately after the engine 2 is started.
Energizing C1 is effective for increasing the temperature of EHC1.

Here, it will be described with reference to FIGS. 6 to 8 that cooling of the alternator 8 improves the power generation capacity of the alternator 8 and makes it possible to supply a large amount of electric power. Fig. 6 shows an alternator installed in an automobile with an outside air temperature of 40
The graph shows changes in the characteristics of the stator temperature with respect to the time when the electric fan 4A is operated and the time when the electric fan 4A is not operated, when the temperature is as high as 0 ° C. and when the outside air temperature is as low as 25 ° C.

As shown in FIG. 6, when the alternator 8 generates electric power with a field current of 4 amperes, the increase rate of the stator temperature of the alternator 8 when the electric fan 4A does not blow air is indicated by a thick line. On the other hand, when the outside air temperature is as high as 40 ° C., when the electric fan 4A blows air, the rate of increase in the stator temperature of the alternator 8 is larger than when the electric fan 4A does not blow air. When the outside air temperature is as low as 25 ° C., the rate of increase in the stator temperature of the alternator 8 is smaller when air is blown by the electric fan 4A than when air is not blown by the electric fan 4A. Furthermore, when the outside air temperature is as low as 0 ° C., when the electric fan 4A blows air, the stator temperature rise rate of the alternator 8 is 2 times the outside air temperature.
It will be even lower than at 5 ° C. As described above, when the outside air temperature is low, blowing the air with the electric fan 4A can suppress the temperature rise of the stator of the alternator 8.

In FIG. 7A, the alternator 8 is 3000 rp.
FIG. 7 (b) is a characteristic diagram showing a change in output characteristic with respect to the stator temperature during constant rotation at m.
Similarly, the solid line shows the change in the output characteristic according to the change in the ambient temperature when the motor is rotating at 3000 rpm, and the dotted line shows the change in the output characteristic when cooled by the electric fan 4A in this state.

As can be seen from FIG. 7A, if the temperature of the stator of the alternator 8 rises, the output power of the alternator 8 will fall. Further, as can be seen from FIG. 7 (b), it can be seen that the output power of the alternator 8 decreases as the ambient temperature of the alternator 8 increases. When the ambient temperature is slightly lower than 25 ° C., the output power of the alternator 8 is increased by blowing with the electric fan 4A, but when the ambient temperature is slightly higher than 25 ° C., the electric fan 4A is output. It can also be seen that the output power of the alternator 8 decreases if the air is blown.

FIG. 8 (a) shows the generated current characteristic with respect to the rotation speed of the alternator 8 using the field current as a parameter when the stator temperature is 25 ° C., and FIG.
Shows the generated current characteristic with respect to the alternator rotation speed with the field current as a parameter when the stator temperature is 80 ° C. As can be seen from the figure, when the stator temperature is 80 ° C., the field current required 4 amperes to satisfy the required electric power of EHC1, but when the stator temperature is 25 ° C., the same electric power is required for EHC1. Shows that the field current is 3.5 amperes. From this characteristic, it is understood that the field current of the alternator 8 may be reduced with respect to the required power of the EHC1 when the EHC1 is energized when the ambient temperature is low.

In consideration of the characteristics of FIG. 8, FIG. 9 reduces the field current of the alternator 8 instead of improving the temperature raising characteristics of the EHC 1 when energizing the EHC 1 when the ambient temperature is low, and the engine 2 This shows the control operation of the ECU 20 for reducing the load and reducing HC. At this time, the changeover switch SW1 described in FIG.
Is switched to the dotted line side, and the changeover switch SW2 is switched to the solid line side. In the flowchart of FIG. 9, the same steps as those in the flowchart of FIG. 5 are designated by the same step numbers to simplify the description.

In steps 501 to 504, the engine 2
When the elapsed time after the start of the engine is within 30 seconds, the EHC 1 is in the energized state, the water temperature of the engine 2 is less than 80 ° C., and the outside air temperature is less than 25 ° C., it is determined that all of these conditions are met, and step 901 is performed. The coefficient KF for determining the magnitude of the field current is set to a value smaller than 1, for example, 0.95.
And Then, in step 505, the electric fan 4A is operated. Then, the alternator 8 is cooled by the electric fan 4A and the output power is increased, so in the following step 904, the value of the field current IF of the alternator 8 is slightly decreased. The value of the field current IF is IF = KF ×
Since it is determined by IV, when the coefficient KF is set to 0.95 in step 901, the value of the field current IF becomes smaller than that of the normal value (KF = 1.0).

In this manner, when the elapsed time after starting the engine 2 is within 30 seconds, the EHC 1 is in the energized state, the water temperature of the engine 2 is less than 80 ° C., and the outside air temperature is less than 25 ° C., all of the conditions are met. Reduces the load applied to the engine 2 by reducing the value of the field current IF,
The fuel economy of the engine 2 can be improved. On the other hand, if 30 seconds have elapsed after the engine is started in step 501 or if the EHC1 is not energized in step 502, the process proceeds to step 903 if the engine water temperature is 80 ° C., and the field current is increased. After returning the coefficient KF that determines the degree to 1, the process proceeds to step 508, and the electric fan 4A is operated to cool the engine 2. If the engine water temperature is lower than 80 ° C. in step 506, the process proceeds to step 902, the coefficient KF that determines the magnitude of the field current is returned to 1, and then the process proceeds to step 507. In step 507, the operation of the electric fan 4A is stopped. Then, after steps 507 and 508 are completed, the routine proceeds to step 904, where the field current IF = IV
Then, the alternator 8 is made to generate electricity.

In the embodiment described above, when the EHC 1 is energized immediately after the engine 2 is started,
The engine 2 is cooled when the engine water temperature and the outside air temperature are low. However, since the EHC 1 is operated for only a few tens of seconds after the engine is started, the electric fan 5A is operated within this time. Even if 2 is cooled,
The amount of heat taken from the engine itself is very small, which is not a problem.

FIG. 10 shows the construction of a power generation control device for an electrically heated catalyst-equipped vehicle according to another embodiment of the present invention.
This is an example in which the air blowing means is the outside air introducing duct 30 provided in the engine room. 10 (a) shows the front part of the automobile 10 with the engine hood 14 opened, and FIG. 10 (b) shows the engine hood 1 of FIG. 10 (a).
4 shows a schematic cross section of the engine room 11 with 4 closed. And the engine 2 in the engine room 11
Is mounted horizontally. An exhaust passage 3 is provided on the front side of the vehicle 10 and an intake passage 9 is provided on the rear side of the engine 2 which is placed horizontally. An outside air introduction duct 30 for guiding outside air on the front side of the vehicle to the intake passage 9 is attached to the back surface side of the engine hood 14.

The conventional outside air introduction duct 30 is attached to the back surface of the engine hood 14 so that the outside air outlet 31 side is separated from the back surface of the engine hood 14. This is because, as shown in FIG. 10B, when the engine hood 14 is closed, the outside air outlet 31 side of the outside air introduction duct 30 approaches the head cover 26 at the top of the engine 2. Then, the outside air intake 32 of the outside air introduction duct 30
Is opened to the rear of the grill 15 of the vehicle 10 with the engine hood 14 closed, and the outside air outlet 31 of the outside air introduction duct 30 faces the intake passage 9 of the engine 2. . In the figure, 1 is EHC, 4A is an electric fan, 5A is an outside air temperature sensor, 8 is an alternator,
12 is a normal catalyst, 13 is a radiator, 16 is a bumper, 17 is an undercover, and 18 is a dash panel. The water temperature sensor and the ECU are not shown in FIG.

Outside air introducing duct 3 constructed as described above
0, in this embodiment, a nozzle 35 for ejecting the outside air toward the alternator 8 is provided at a portion of the lower surface 33 of the outside air introducing duct 30 facing the alternator 8. Then, the outside air introduction duct 30 of the nozzle 35
As shown in FIG. 10 (b), an opening / closing valve 36 that is opened and closed electrically is provided at the base of the. This on-off valve 3
When the valve 6 is in the open position at the position indicated by the dotted line, the outside air C taken from the outside air inlet 32 of the outside air introducing duct 30 is ejected from the nozzle 35 to cool the alternator 8. In addition, a seal member 3 that is a blocking member that blocks hot air is provided at a portion of the engine 2 that faces the head cover 26.
4 are provided. This sealing material 34 is shown in FIG.
As shown in FIG. 5, the horizontal engine 2 is provided in a direction along the head cover 26. In addition, the height of the sealing material 34, as shown in FIG.
The height is such that the tip portion of the engine 2 comes into contact with the head cover 26 of the engine 2 when it is closed to seal the gap between the lower surface 33 of the outside air introducing duct 30 and the head cover 26. The sealing material 34 may be formed of a flexible rigid resin or rubber having heat resistance.

As described above, the lower surface 3 of the outside air introducing duct 30
In this embodiment in which the nozzle 35 is provided in No. 3, the on-off valve 36 is opened when the electric fan 4A described above is operated within 30 seconds after the engine 2 is started and the EHC 1 is energized. Let outside air 1C alternator 8
Just hit it against. As a result, the alternator 8
It is possible to further improve the fuel efficiency of the engine 2 by further increasing the cooling effect, shortening the temperature rising time of the EHC1 or keeping the temperature rising time of the EHC1 unchanged.

FIG. 11 shows the construction of a power generation control device for an electrically heated catalyst-equipped vehicle according to yet another embodiment of the present invention, in which the alternator 8 is a dash panel 18 of the engine 2.
The external air introduction duct 30 provided on the side of the engine room has no cooling effect on the alternator 8 due to the blowing of the electric fan 4A, and the blowing means to the alternator 8 is provided in the engine room.
This is an example when there is only one.

FIG. 11A shows the front part of the automobile 10 with the engine hood 14 opened.
11B shows a schematic cross section of the engine room 11 with the engine hood 14 of FIG. 11A closed. In this embodiment, the same reference numerals are given to the constituent members described in FIG. 10 and the description thereof will be omitted. Therefore, in FIGS. 11A and 11B, 1 is EHC, 3 is an exhaust passage, 4A is an electric fan, 5
A is an outside air temperature sensor, 9 is an exhaust passage, 12 is a normal catalyst,
Reference numeral 13 is a radiator, 16 is a bumper, 17 is an under cover, 18 is a dash panel, 31 is an outside air outlet, 32 is an outside air intake, 33 is a lower surface of an outside air introduction duct, and 34 is a sealing material. Note that the water temperature sensor and EC are also shown in FIG.
U is not shown.

In this embodiment, a sub-duct 37 for ejecting outside air toward the alternator 8 is provided at a portion of the lower surface 33 of the outside air introducing duct 30 closest to the alternator 8. The sub-duct 37 may be made of a flexible material whose shape can be freely changed depending on the mounting position of the alternator 8. Further, as shown in FIG. 11 (b), an opening / closing valve 38 for electrically opening / closing is provided at the root of the outside air introducing duct 30 of the sub-duct 37. The open / close valve 38 is designed to cool the alternator 8 by ejecting the outside air C taken from the outside air inlet 32 of the outside air introduction duct 30 from the sub-duct 37 when the open / close valve 38 is in the open state at the position indicated by the dotted line.
Further, the sealing material 34 provided on the lower surface 33 of the outside air introducing duct 30 prevents hot air and warm air in front of the engine 2 from wrapping around to the alternator 8 side.

As described above, the lower surface 3 of the outside air introducing duct 30
In this embodiment in which the sub-duct 37 is provided in No. 3, the opening / closing valve 38 is opened when the electric fan 4A described above is operated within 30 seconds after the engine 2 is started and the EHC 1 is energized. Then, the outside air 1C may be applied to the alternator 8. As a result, the electric fan 4
Even if the cooling air of A does not reach, it is possible to shorten the temperature rising time of EHC1 or to improve the fuel efficiency of engine 2 while keeping the temperature rising time of EHC1 unchanged.

[0040]

As described above, according to the present invention,
By preventing the temperature of the alternator from rising according to the state of the outside air temperature when energizing the electrically heated catalyst, it is possible to accelerate the temperature rise of the electrically heated catalyst without lowering the output of the alternator. There is an effect. Further, when the electric heating type catalyst is energized, the temperature of the alternator is prevented from rising according to the state of the outside air temperature, so that the field current to the alternator can be reduced without reducing the output of the alternator. There is also an effect that it is possible to improve the fuel efficiency and the amount of HC by reducing the load of.

[Brief description of drawings]

FIG. 1 is a principle configuration diagram showing a principle configuration of a power generation control device for an electrically heated catalyst-equipped vehicle of the present invention.

FIG. 2 is a perspective side view of an automobile showing a configuration of an embodiment of a power generation control device for an electrically heated catalyst-equipped vehicle of the present invention.

FIG. 3 (a) is a perspective view of a radiator portion equipped with an electric fan of an automobile for explaining a first embodiment of a mounting position of an outside air temperature sensor used in a power generation control device for a vehicle equipped with an electrically heated catalyst according to the present invention. FIG. 6 (b) is a perspective view of the vicinity of the front grill of an automobile for explaining the second embodiment of the mounting position of the outside air temperature sensor used in the electric power generation control device for an electrically heated catalyst-equipped vehicle of the present invention. It is sectional drawing of the engine containing the intake passage of the motor vehicle which demonstrates the 3rd Example of the attachment position of the outside temperature sensor used for the electric power generation control apparatus of the vehicle with an electrically heated catalyst of this invention.

FIG. 4 is a circuit configuration diagram showing an electric circuit when electric power is directly supplied from an alternator to an electrically heated catalyst.

5 is a flowchart illustrating an example of a control operation of a control device in the power generation control device for the electrically heated catalyst-equipped vehicle shown in FIG.

FIG. 6 is a characteristic diagram showing a change in a characteristic of a stator temperature with respect to a time when an electric fan is operated and a time when the electric fan is not operated in an alternator mounted on an automobile when the outside air temperature is high and when the outside air temperature is low.

FIG. 7 (a) is a characteristic diagram showing a change in output characteristics with respect to the stator temperature when the alternator is rotating at a constant speed, and (b) is an output characteristic according to a change in ambient temperature when the alternator is rotating at a constant speed. FIG. 3 is a characteristic diagram showing changes in the output characteristics and changes in the output characteristics when cooled by an electric fan in this state.

FIG. 8 (a) is a characteristic diagram showing the generated current characteristic with respect to the alternator rotation speed with the field current as a parameter when the stator temperature is 25 ° C., and FIG.
It is a characteristic view which shows the generation | occurrence | production electric current characteristic with respect to alternator rotation speed which made the field current in the case of ° C into a parameter.

9 is a flowchart illustrating another example of the control operation of the control device in the power generation control device for the electrically heated catalyst-equipped vehicle shown in FIG.

FIG. 10 (a) is a perspective view of a front part of an automobile with an engine hood opened, showing a configuration of another embodiment of a power generation control device for a vehicle equipped with an electrically heated catalyst according to the present invention; It is a schematic sectional side view of the engine room of the vehicle in the state where the engine hood of (a) was closed.

FIG. 11 (a) is a perspective view of a front part of an automobile with an engine hood opened, showing the configuration of yet another embodiment of the power generation control device for an electrically heated catalyst-equipped vehicle of the present invention; Is (a)
FIG. 3 is a schematic side sectional view of the engine room of the automobile with the engine hood closed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Electric heating type catalyst (EHC) 2 ... Internal combustion engine (engine) 3 ... Exhaust passage 4 ... Blower means 4A ... Electric fan 5 ... Outside air temperature measuring means 5A, 5B ... Outside air temperature sensor 6 ... Temperature measuring means 7 ... Control means 8 ... Alternator 9 ... Exhaust passage 10 ... Automobile 11 ... Engine room 12 ... Normal catalyst 13 ... Radiator 19 ... Water temperature sensor 20 ... ECU (Engine control unit) 30 ... Outside air introduction duct 31 ... Outside air outlet 34 ... Sealing material 35 ... Nozzle 36, 38 ... Open / close valve 37 ... Sub-duct 40 ... Power supply device 41 ... Stator coil 42 ... Rotor coil 44 ... Three-phase full-wave rectifier 45 ... IC regulator 48 ... Battery

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F01P 7/02 F01P 7/02 E F02D 45/00 ZAB F02D 45/00 ZAB 310 310P

Claims (5)

[Claims] 1. An electrically heated catalyst is provided in an exhaust passage of an internal combustion engine, and a blower means is provided for cooling the internal combustion engine. The blower means is driven by the internal combustion engine at a location hit by the blown air. In a vehicle in which a generator is installed, an outside air temperature measuring unit that measures an outside air temperature, a temperature determining unit that determines whether the measured outside air temperature is higher than a predetermined temperature, and a measured outside air temperature is higher than the predetermined temperature. In this case, until the electrically heated catalyst reaches the activation temperature, the air blowing of the air blowing means is temporarily stopped, and when the measured outside air temperature is equal to or lower than the predetermined temperature, the electrically heated catalyst is A control unit for forcibly operating the air blowing unit until the temperature reaches the activation temperature of the cooling control device for an electrically heated catalyst-equipped vehicle. 2. The cooling control device for an electrically heated catalyst-equipped vehicle according to claim 1, wherein the blower unit is an electric fan installed near the internal combustion engine. 3. The electrically heated catalyst-equipped vehicle according to claim 1, wherein the blower unit is an outside air introduction duct installed in an engine room accommodating the internal combustion engine to guide outside air to the internal combustion engine. Cooling control device. 4. The load of the internal combustion engine is reduced by reducing the field current that controls the amount of power generated by a generator provided in the internal combustion engine during the blowing operation of the blowing unit. Item 4. A cooling control device for an electrically heated catalyst-equipped vehicle according to any one of items 1 to 3. 5. The electrically heated catalyst mounted according to claim 1, wherein the electrically heated catalyst is energized directly from a generator provided in the internal combustion engine. Vehicle cooling control device.